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OPINION

History is littered with esoteric three-wheelers, but is now their time to shine?

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Motorcycles enjoy an elegant relationship with the laws of physics.

To stay upright they depend on the gyroscopic effects of wheels in motion and constant corrective steering inputs which when put together result in an elegant balancing of forces. But once the wheels stop turning, they will fall.

There is however, another solution.

One of the most unusual threads to emerge over the past decade of motorcycle design has been the return of the three-wheeler. A strange and unnatural looking vehicle at first glance, the three-wheeled motorized cycle has been with us almost from the beginning. The first car, Karl Benz’ Patent Motorwagen, was a three-wheeler. Bicycles in 1880’s Paris were fitted with two rear wheels to make them practical delivery vehicles for postal and grocery delivery. Motorcycles evolved from bicycles, starting about the same time, so people experimented with tricycle layouts right away.

Throughout most of the 20th century, three-wheeled motorcycles remained a curio

Over the past century, the motorized tricycle has seen some modest success, largely as a low-speed, light commercial transport. Notable in the genus’ family history is the 1966 Ariel 3, a scooter fitted with two rear wheels that hinged with the rest of the chassis, allowing the scooter to lean in corners like a regular bike while the rear wheels remained horizontal. The Ariel 3 was a failure but Honda bought a licence for the patented layout, beginning a leaning three wheel dynasty that continues to this day with the Honda Gyro, Japan’s takeout delivery vehicle of choice.

Throughout most of the 20th century, three-wheeled motorcycles remained a curio, typically nothing more than home-brewed or limited-production aftermarket conversion kits for conventional motorcycles by small companies, often using car parts on the rear end. In the late 1970’s, the All Terrain Cycle (ATC) hit the dirt with the promise of making the exploding motocross market safe for kids and grandpa, only to end with nearly 1,000 deaths , and the voluntary ban on ATC production by the major manufacturers.

The scandal of the ATC hinged on one inconvenient fact: three-wheeled vehicles are inherently unstable in parabolic (turning) motion. While the unassisted single-track motorcycle flops on its ear at a standstill, the laws of physics turn decidedly in their favour once they roll along, transforming the motorcycle into a paragon of predictable handling at virtually any speed. By contrast, vehicles with three points of contact are balanced at rest and low-speed, but become prone to tipping when loads change suddenly, such as high-speed cornering, especially downhill.

A three-wheeler in parabolic motion produces an undesirable combination of high torque forces on both the roll and yaw axis that are only too happy to overcome gravity and toss you into a ditch. Sidecar riders know this, which is why they have to adopt counterbalancing body postures when cornering to prevent a roll over, particularly on inclines. Even still, it takes little force for the inside wheel to “unstick”, or lose contact with the ground, which causes the center of the vehicles’ roll axis to move further to the outside of the turn, overloading the remaining two wheels.

Presented in 2007, Canada’s Bombardier Recreational Products (BRP) launched the Can-Am Spyder reverse tricycle. It looked a lot like the snowmobiles that the company was famous for it did not lean when cornering. The rider sits astride the Spyder and operates handlebars as on a motorcycle, but all of the wheels are always perpendicular to the ground.

A three-wheeler in parabolic motion produces an undesirable combination of high torque forces on both the roll and yaw axis that are only too happy to overcome gravity and toss you into a ditch.

Reverse trikes such as the Can-Am Spyder and Polaris Slingshot have some significant handling advantages over their ATC predecessors. Because they have two wheels up front, they generate substantially more grip when it is needed most, such as during changes in direction and under braking.

However, the sole rear wheel travels along the centre of the roll axis, and so can act as a pivot point during high energy turns, levering the inside wheel off the ground and flipping the vehicle . This is all mathematically predictable, so has been engineered out by using sophisticated electronic counter-measures, without which high-powered three-wheeler are incapable of executing predictable, safe, high-speed turns without flipping. It is a reality of the laws of physics.

The three wheel space is getting lots of attention of late. In 2015 Honda presented the Neowing concept, a leaning three wheeler powered by a hybrid system including an inline four cylinder gasoline engine and a battery powered electric motor. Yamaha upped the game with the Niken, another leaning three wheeler billed as a “corning master”, powered by the triple from the best-selling MT-09.

With these products it seems highly likely that the world’s largest motorcycle manufacturers will pursue this esoteric corner of the market. It makes sense, and suggests that the holy grail of motorcycling sensation and added safety have been discovered.

According to BRP, the company has sold over 100,000 Spyders. When asked if new entrants from Honda and Yamaha might inspire BRP to try to lean in, Can-Am’s Brian Manning responded “We are pleased with the platform as it is. Those are different products.”

Motorcyclists looking for thrills without spills may find the leaning three-wheelers attractive. Perhaps smaller and less expensive variants may even bring in newcomers to the sport who have stayed away because of fear. With constant talk of autonomy and the ever-present threat that governments may legislate mandatory occupant safety requirements on motorcycles, the leaning three-wheeler may provide an outlet.

Evidence suggests that, for now at least, leaning is not what the marketplace is asking for.

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Michael Uhlarik is an international award-winning motorcycle designer with 19 years of experience creating bikes for Yamaha, Aprilia, Piaggio, Derbi and many others. He is a veteran motorcycle industry consultant and part-time industrial design lecturer. He is based in Nova Scotia.

OPINION

When Projects Creep Out of Control

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Is ‘more’ always better?

Back in 2008, after more than a decade working in the motorcycle industry, I finally bought my first brand new bike. Like the kid in the proverbial candy store, I wandering through my local motorcycle dealer with my stomach in knots knowing that one of these shiny, magnificent machines would be mine. And like so many people tilted by emotion, despite years of experience and insider knowledge, or perhaps because of it, I let excitement take over the decision making process. I bought a motorcycle far beyond my needs.

It was not long after taking possession of my Yamaha FZ-1 that I realized my mistake. The bike was technically faultless, the problem lay in that it was not at all what I needed. With a tiny fuel capacity and very firm ride it was a lousy touring rig (especially in Quebec where road surface quality is akin to a bombed out airstrip), but conversely it was too bulky and heavy to flick into corners on curvy A roads. It was bigger, faster, incorporated superior suspension and materials technology than it’s predecessor, the Fazer 1000 I helped develop years earlier, an yet somehow the new package was less motorcycle.

When you ask motorcyclists what they want in a new bike, the answer is always “more”. More power, more space, more features. The only thing they don’t want more of is cost. It makes sense, after all we all want more of a good thing. With motorcycles problems often arise when designers and engineers are tasked with piling on those ever increasing specifications to an existing model. This mission creep can, if not managed carefully by a strong project leader, end with a product so packed with features and high specification that it can do everything, but none of it particularly well.

The 1998 – 2004 Yamaha FZS600 Fazer was a wildly successful motorcycle design. At a time when entry level, middle displacement (500cc to 650cc) street bikes were either extremely basic or used obsolete technology, the Fazer delivered modern handling and performance in a user-friendly package. Featuring the engine and brakes from Yamaha’s YZF600R Thundercat, and a compliant chassis made of steel pipe to keep costs down, the little Fazer sold like mad satisfying a wide array of beginners and experienced riders alike.

With motorcycles the temptation is always to add more performance.

Yamaha introduced a mildly revised version two years later, along with the aforementioned larger, 1000cc version. Honda blatantly copied the Fazer formula of packaging supersport technology into an inexpensive package with the CB600F Hornet. Yamaha saw sales plummet, so along with a dozen other designers and engineers I was brought into a group to create the next, all-beating Fazer.

And that’s when the wheels came off the cart.

A whirlwind tour of European cities took place in which we interviewed hundreds of entry-level 600cc customers. The specification list grew longer and longer each day, as the demands of existing users piled on. More fuel tank range! More wind protection! More cargo carrying capacity! And of course… more power! Always more power.

Back at headquarters, the project leader handed over the design brief. As a very young designer I was confused. The new Fazer would now have an R6 motor. It would feature an all aluminum, Deltabox frame, lightweight R6 rims and a 180 section rear tire. Projector headlights. LEDs. Twin, under seat stainless steel exhausts. The brief read like the spec sheet from a top-of-the-line flagship project, not the replacement for Yamaha Motor Europe’s best selling motorcycle.

This is project creep, and it happens when an organization is beset by fear and acts out of ignorance of the big picture. The reasoning behind this phenomenon seems sound: if your opponent has three guys with knives, you better make sure you have six. It makes sense until you discover that you only have enough food for four, and so field six starved, exhausted guys against three strong and healthy ones. In manufacturing history there are hundreds of examples of this, the most famous of which may be the case of the Ford Edsel. It had more of everything than any of its competitors, and yet was so much less car.

With motorcycles the temptation is always to add more performance. After all, motorcyclists are fundamentally sold on the thrill of speed and aggressive handling. The problem is that too much performance makes most motorcycles into unmanageable, sphincter-clenching torture devices. Among our tribe few are skilled enough to exploit even half of the potential of modern bikes, which makes adding high performance to models destined for the rest of us an academic exercise. Of course our egos won’t allow us to admit it, but inside we are terrified of opening the throttle fully mid-corner. So we don’t, and wobble around on large, expensive bikes that not only don’t satisfy, but fill us with regret because we cannot master the objects of our desire.

At the cruiser end of the spectrum, the height of the chopper era saw mature, fully grown manufacturers launch models that were laden with Edsel-like heapings of features. The Honda Rune was presented as the end-all, be-all of the cruiser genre. According to Honda America’s Ray Blank, they “…wanted to set the bar higher than ever, erecting standards that no one else had yet imagined.”.

The result was a seven foot long, 400 kg, six cylinder monster that boasted 50% more torque than Honda’s then flagship superbike.

It was literally the most cruiser you could buy from any mainstream manufacturer, and yet its’ excess was its failure. At $30,000 (US) it wasn’t more expensive than a range topping Harley-Davidson, but the market balked at its bulk and cornucopia of pointless styling. Honda had failed completely to stop the design at some stage and roll it back, asking the team to refocus on what make people yearn to cruise on a motorcycle: the simple joy of sitting astride a large mechanical powertrain suspended between two chunky tires. The Chopper is, by definition, a bike “chopped” down to its basic, core elements. A little baroque styling and flair is cool, but it is not the main attraction.

As an industry, the motorcycle business is not very good at learning the lesson of project creep. The endless fight to produce the sexiest products in the marketplace inevitably drive an arms race that produces some great innovation but also squeezes out lots of poorly conceived motorcycles. If a bike comes out with a strong styling direction that hits the market like a storm, then simply copying it only with a more extreme execution is not going to work. When a competitor eats your lunch, as the Honda Hornet did when it replicated the original Yamaha Fazer concept in 2003, then just doubling down on everything is not going to win the market back.

How did we end up in a place where an entry-level street bike comes with racing style, upside-down forks and a mouse pad for a seat?

The second generation FZS600 (called the FZ6 in North America) that debuted in 2005 with all those crazy upmarket features did well in Europe for a few years, but alienated a lot of customers who loved the original Fazer’s rugged, approachable simplicity. They flocked to the second generation Suzuki SV650S, which was a better Fazer than the new FZ6 (ironically, the Suzuki’s styling was almost a copy of the updated original Fazer). By 2008, Yamaha introduced the FZ6R, a confusingly named but genuine successor to the formula that was simple, cheap, versatile and easy to use. It quietly dropped the over-spec’ed FZ6 Fazer without a replacement a year later.

In the market battlespace, project creep is easily seen in the most hotly contested areas. The 250cc class ballooned to 300cc because Kawasaki needed to edge out the class leading Honda CBR250. Then KTM launched the RC390, resplendent in its superior specification. The new Honda CBR250RR presented this winter is a very far cry from the CBR250 I tested in 2011. In five short years, the baby Honda sport bike went from being what I called “the missing link”, a motorcycle for everyone that the industry so badly needed, to being a mini CBR1000RR World Superbike contender.

I love the look of the CBR250RR, and if I am completely honest I want one rather badly. But how did we end up in a place where an entry-level street bike comes with racing style, upside-down forks and a mouse pad for a seat? I suspect it has a lot to do with looking ahead instead of behind. I’ve seen this show and I know the ending. In five years time the 250cc class will be dead again, because it will have priced itself out of the marketplace.

Getting excited and dreaming of the ultimate motorcycle is the job, but it is also the duty of manufacturers to deliver products people can actually afford and use. The ultimate anything is, as the word suggests, the last of the line. And winning the battle for the ultimate product is meaningless if you destroy the consumer base as a consequence.

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OPINION

FFS

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Ladies and Gentleman, motorcycling.

So many things to say, so few cares left to give, but c’mon people? Is this really want we think passes as a way to attract people to a biking festival?

Sure, as the guys from the Two Enthusiasts podcast so eloquently put it in their latest episode, ‘people like to see boobs’. But do you know a better way to double your boob quota for an event?

Yep – like the same guys from the same podcast also suggest – why not produce an environment that’s inclusive to women and may actually encourage them stick around and pay an interest towards these wonderful, two-wheeled machines.

Also, Bridgestone? You should know better. Even Pirelli have stopped that nonsense with their calendar now and moved on to something far more interesting.

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